Jet2 Pilot Interview Questions 2026

The Airline: Jet2.com — Explain that Jet2.com is the airline division of Jet2 plc, operating scheduled leisure flights from 14 UK bases to approximately 80 destinations across 24-25 countries. In FY2025, Jet2.com carried 6.62 million flight-only passengers — people who book seats independently without a package holiday. The airline operates a mixed fleet of approximately 135 aircraft: around 88-93 Boeing 737-800s, a rapidly growing fleet of 24-28 Airbus A321neos, seven legacy Boeing 737-300s, approximately three leased Airbus A321ceos, and two Airbus A330-200s wet-leased from AirTanker for summer peak capacity. Jet2.com's brand promise is 'Friendly Low Fares' — positioning it as a leisure carrier that competes on both price and customer experience, differentiating from ultra-low-cost carriers like Ryanair and Wizz Air that maximise ancillary revenue at the expense of service.

The Tour Operator: Jet2holidays — Explain that Jet2holidays is the UK's largest ATOL-licensed tour operator, surpassing TUI in February 2023 and now holding a licence covering over 7 million passengers. In FY2025, Jet2holidays served 6.58 million package holiday customers. Package holidays account for over 80% of group revenue despite splitting roughly evenly with flight-only on passenger numbers — this is because packages include accommodation, transfers, resort teams, and the higher-margin services that drive profitability.

Sub-brands include Jet2CityBreaks for short urban getaways, Jet2Villas for self-catering accommodation, Indulgent Escapes for premium holidays, and VIBE by Jet2holidays for younger travellers. The ATOL protection means all package customers have financial protection if the company were to fail — a critical selling point in the UK market since the collapse of Thomas Cook in 2019.

The Integrated Model — Describe how the two divisions work together as a vertically integrated leisure travel business. Unlike Ryanair or easyJet, where flights are the core product and holidays are bolt-on partnerships, Jet2's model is built around the package holiday as the primary revenue driver. The airline essentially exists to serve the tour operator — route planning, scheduling, and base selection are driven by holiday demand rather than pure point-to-point traffic economics.

This integration gives Jet2 significant competitive advantages: control over the entire customer experience from booking to resort, higher per-passenger revenue than standalone airlines, greater customer loyalty (61% repeat booking rate), and resilience against the unbundling that has commoditised air travel elsewhere. CEO Steve Heapy has described easyJet holidays as modelling itself on Jet2's blueprint — a recognition that the integrated approach works.

Why This Matters for Pilots — Connect the business structure to the flight deck. As a Jet2 pilot, you are not just operating a transport service — you are the first touchpoint of a holiday experience for millions of customers. Jet2 explicitly assesses customer service orientation during the Stage 3 interview, and the company's consistent awards (Which? Recommended Provider for 11 years, Feefo Exceptional Service Award 2025) reflect a culture where every employee, including flight crew, is expected to contribute to the customer experience. Operationally, the package model means routes are leisure-focused — Mediterranean, Canary Islands, European city breaks — with strong summer peaks and quieter winters, resulting in roster patterns that can be intense in summer (some pilots report approaching 100 hours per month) but significantly lighter in winter with many standby duties.

Correct Answer — Two or Three Light Units Per Wing Bar — In a standard VASIS (Visual Approach Slope Indicator System), each wing bar contains either two or three light units. The standard 2-bar VASIS has two wing bars (near and far) on each side of the runway, with each wing bar containing two or three multi-lamp units. When on the correct glideslope, the near bars appear white and the far bars appear red. Above glideslope, all bars appear white; below, all appear red. VASIS Variants and PAPI Comparison — Demonstrate knowledge of different visual glide slope systems. The 3-bar VASIS adds a third (middle) bar for wide-body aircraft with higher eye-to-wheel height. However, VASIS has been largely superseded by PAPI (Precision Approach Path Indicator), which uses a single row of four sharp-transition light units on one side. PAPI provides more precise information: four white = too high, three white/one red = slightly high, two white/two red = on glideslope, one white/three red = slightly low, four red = dangerously low. Most modern airports, including Jet2’s UK bases, use PAPI.

Operational Relevance at Jet2 — Visual approach aids are operationally critical across Jet2’s route network. At Leeds Bradford, the steep 3.5° ILS glideslope on Runway 14 means visual aids provide important cross-reference during the visual segment. At Mediterranean resort airports with less sophisticated instrument facilities, PAPI or VASIS may be the primary glideslope reference. The Boeing 737-800 and A321neo have different approach profiles and eye-to-wheel heights — the A321neo’s longer fuselage requires awareness of the glideslope reference point relative to the main gear. Technical Interview Context — This type of ATPL theory question is typical of Jet2’s Stage 3 technical interview.

The panel expects not just the correct factual answer but demonstration of operational application. Be prepared for follow-up: glideslope angle indicated by VASIS (typically 3.0° but site-specific), the red sector angle, differences between AT-VASIS and T-VASIS, and how PAPI light units work (each transitions at a specific angle, and the combination across four units provides deviation information).

I Would Assess the Severity First — If the captain is not following SOPs, my response depends on the nature and severity of the deviation. A minor variation in briefing technique is different from omitting a critical checklist. My first step is to classify it: is this a preference within SOP tolerances, a non-standard practice that is not immediately unsafe, or a genuine safety deviation? For a genuine safety issue — such as skipping a checklist, descending below minimums, or ignoring a caution — I would intervene immediately: "Captain, I noticed we haven't run the approach checklist. Can we complete it now?" If dismissed, I would escalate clearly: "I am not comfortable continuing without the checklist."

CRM-Based Communication Escalation — Describe the graduated assertion model you would use. The standard CRM escalation follows: Probe (ask a question to understand — 'I noticed we haven't completed [item], are we planning to do that?'), Alert (state your concern — 'I'm concerned that skipping the published missed approach procedure could affect [safety element]'), Challenge (propose an alternative — 'I think we should complete the published missed approach procedure before we continue'), and if necessary, Emergency Authority (take direct action if safety is immediately at risk). In a Jet2 cockpit, this escalation should be professional and non-confrontational — the company's culture values open communication, and the Just Culture principle means raising genuine safety concerns should never result in punishment for the person who speaks up.

If the Captain Persists — Address the scenario where your initial communication does not resolve the issue. If the Captain acknowledges the deviation and corrects it, the situation is managed — document it in your personal notes but recognise that an error trapped is a success, not a failure. If the Captain disagrees with your assessment, consider whether you might be wrong — verify against the QRH, SOP manual, or company procedures.

If you are confident the deviation is genuine and the Captain continues, you have the authority and responsibility to take further action. Under UK Part-CAT, the commander is responsible for the safe operation of the aircraft, but the First Officer has a professional and legal obligation to speak up when safety is at risk. In extreme cases, this may mean refusing to continue a manoeuvre or activating the go-around if on approach.

Post-Flight Reporting and Resolution — Explain your actions after the flight. If the deviation was resolved in-flight, debrief with the Captain on the ground — privately, calmly, focused on the procedural point rather than personal criticism. If the deviation was serious or the Captain was unresponsive to challenge, report it through Jet2's Safety Management System. The company has mandatory and voluntary reporting mechanisms, and the UK CAA's regulatory framework supports non-punitive reporting for safety concerns raised in good faith. BALPA, which has had statutory recognition at Jet2 since 2010, can also provide support if a pilot faces retaliation for raising legitimate safety concerns. The goal is always to resolve the issue at the lowest effective level — but never at the expense of safety.

Verify the MEL Entry — My first action is to independently verify the MEL deferral. I would check the Technical Log to confirm: which system is deferred, the MEL reference number, the category (A, B, C, or D — determining the repair interval), any operational limitations or maintenance procedures (M items) and operational procedures (O items) that must be complied with, and whether the deferral was signed off by an appropriately licensed engineer. 'Dispatch says it's legal' is not sufficient — as the operating crew, I have both the authority and the responsibility to independently assess the MEL entry. This is not distrust of dispatch; it is standard professional practice. Assess Operational Limitations — Many MEL deferrals come with conditions: reduced passenger capacity, altitude restrictions, weather minima limitations, or specific operational procedures that must be followed. For a London Luton to Antalya sector — approximately 4 hours, crossing multiple FIRs, with potential for convective weather over the Mediterranean in summer — I would assess whether the MEL limitations are compatible with the planned route. For example, an inoperative APU on the A321neo may be acceptable for a short domestic sector but raises concerns for a long Mediterranean sector where a diversion to an airport without ground power is possible. An inoperative weather radar is a no-go in convective season regardless of what the MEL technically permits.

Captain's Authority — The Captain has the final authority to accept or refuse an aircraft for flight. If, after reviewing the MEL entry and operational limitations, I have concerns about the safety or suitability of the aircraft for this specific sector, I would raise them clearly with the Captain. This is not about overriding dispatch or engineering — it is about providing the Captain with all relevant information for their decision. If the Captain is satisfied that the deferral is properly documented, legally compliant, and operationally acceptable for the Luton-Antalya sector, we proceed. If either of us is not satisfied, the aircraft does not go until our concerns are resolved — regardless of commercial pressure.

Commercial Pressure — Acknowledge But Do Not Accept — The scenario deliberately includes boarded passengers and time pressure. At Jet2, the company's safety culture supports crews who make conservative decisions. If the MEL entry checks out and the limitations are acceptable, there is no reason to delay — this is routine operations. But if there is any doubt about the deferral's validity or the aircraft's suitability for the sector, a 30-minute delay while engineering clarifies the situation is infinitely preferable to departing with an unresolved concern. Jet2's 0.05% cancellation rate is not achieved by cutting corners — it is achieved by maintaining aircraft properly so that MEL deferrals are rare and well-managed when they occur.

Safety Non-Negotiable — The first principle is absolute: if de-icing is required, it happens. There is no commercial argument that justifies departing with contamination on critical surfaces. The B737-800 flight manual is explicit — no takeoff is permitted with frost, ice, or snow on wings, stabiliser, or control surfaces. I would not attempt to shortcut the de-icing process, skip it, or rationalise that 'it's only light frost.' Edinburgh winter conditions frequently produce exactly the scenario described — heavy overnight frost or freezing fog requiring Type I/IV fluid application. The 45-minute wait is the situation; managing it effectively is the task. Holdover Time Management — While waiting in the queue, I would monitor weather conditions: temperature, precipitation type, and any changes that affect holdover times. Type I fluid provides anti-icing protection measured in minutes — typically 3–15 minutes depending on OAT and precipitation. If Type IV is applied (longer holdover), I would calculate the holdover time from completion of treatment and ensure we can reach the runway and commence takeoff before it expires. If the queue is 45 minutes and conditions are actively precipitating, I might need a second application — this must be communicated to the de-icing provider early, not discovered at the hold point. I would also brief the cabin crew on the delay and expected departure time.

Downstream Impact — Inform, Don't Absorb — The cascading delay across three remaining sectors is a dispatch and operations problem, not a flight deck problem. My responsibility is to operate this sector safely and inform Jet2 Operations of the delay via ACARS or company frequency. Jet2 Ops will then: adjust slot times at the destination, notify handling agents, manage connecting passengers if applicable, and potentially swap aircraft or crews for downstream sectors. The temptation to rush — skip the full de-icing brief, accept a shorter holdover than needed, or taxi aggressively to the runway — must be actively resisted. Cascading delays happen in winter operations; the correct response is transparent communication, not risk acceptance.

Edinburgh-Specific Context — Edinburgh Airport (EGPH) is one of Jet2's busiest Scottish bases, with services to approximately 30 destinations. Winter operations from Edinburgh involve regular de-icing events from November through March. The airport's de-icing facilities, while adequate, can become congested during overnight frost events when multiple operators require treatment simultaneously. Jet2 pilots based at Edinburgh should be familiar with the airport's de-icing procedures, remote de-icing pad locations, and the typical winter morning rush pattern. Planning for 30–60 minute de-icing delays during winter Edinburgh departures should be built into personal time management — arrive early, brief thoroughly, and manage the delay calmly rather than reactively.